The CBR1000RR built on the legacy of "total control" that
had shaped its predecessors for 20 years since the introduction of its original
ground-breaking forerunner, the CBR900RR, at the EICMA show in 1991. Since then,
successive evolutions of the machine have layered advancement upon advancement,
while retaining its defining strength of a perfect balance between power and
control.

Under the overall development concept of "natural evolution of
Super Sports", the 2012 CBR1000RR development team concentrated their efforts on
the chassis to enhance riding enjoyment even further. In particular new wheels
and new front and rear suspension systems were introduced for even better
handling, traction and braking performance. The advanced Balance Free Rear
Cushion rear suspension was a world-first for a production motorcycle.

The team also created a new, even more aggressive styling to
better communicate the dynamism and sheer speed of the new CBR1000RR. In
addition, the already comprehensive instrument panel was updated with additional
functionality making the bike more user-friendly.

Honda CBR1000RR Fireblade Key Features

Styling
Dynamic styling package
The nose, layered main fairing and tail section create an aggressive and a
dynamic look.

Suspension
Balance Free Rear Cushion
The advanced Showa rear shock system (offered for the first time on a production
motorcycle on the 2012 CBR1000RR) uses a double-tube design to ensure smoother
and more accurate response, superior damping and improved traction.

Brakes
Optional Combined ABS
The Fireblade can be experienced with Honda's advanced electronically-controlled
Combined ABS braking system, which offers all the reassurance of Honda's
Combined Brake System and antilock braking.

Engine
PGM-DSFI settings
The CBR1000RR has a hugely powerful 999cc inline-4 engine; the fuel injection
settings make it smooth and easy to use, particularly at smaller throttle
openings.

Honda CBR1000RR Fireblade Features and Benefits

Styling

Embodying speed and dynamism
The previous CBR1000RR was designed around the keynote themes of 'compact
dimensions', 'lightweight' and 'mass centralisation'. For 2012, it was decided
that the styling should underline the sheer speed and dynamic potential of the
CBR1000RR. Some styling keys remain - for example, the familiar vertical slit in
the fairing side panels was retained, providing visual tension. The result is a
more graceful profile that draws the eye from the sharper nose, and revised air
intakes, to a more elegant tail. The overall effect is a more dynamic and
faster-looking machine, one whose strongly-defined lines leave no doubt as to
its performance potential.

Aerodynamically functional layered fairing
The CBR1000RR incorporates the layered fairing concept resulting in improved
functionality. The fairing creates a large pocket of calm air around the rider,
improving comfort, while also helping draw air through the cooling system. These
intricately worked surfaces also add to the machine's aggressive looks. An
integrated chin spoiler in the nose also reduces aerodynamic lift at speed,
improving handling.

Suspension

Unique Balance Free Rear Cushion
The main objectives for further developing the CBR1000RR's suspension set-up
were a smoother suspension action, improved rider feel and increased grip and
traction. The rear suspension system uses the Unit Pro-Link configuration and
introduces the first Balance Free Rear Cushion produced by Showa on a production
motorcycle.

Developed in conjunction with world-leading suspension
specialists Showa, instead of the conventional single-tube layout, the Balance
Free Rear Cushion uses a double-tube design: the damper case and an internal
cylinder. The damper piston features no valves. Instead the damping force is
generated as displaced oil passes through a separate damping component.

In the conventional structure, the compression-side damping
force was generated in two places with the main and sub damping valves, but
elimination of the sub valve and concentration in one place allows pressure
changes within the cushion to be controlled even more smoothly. And because
there is no small amount of oil being used at high pressures, damping force
response is improved and damping force can function smoothly during load input.
Moreover, damping force can be generated smoothly when switching from tension to
compression due to smooth pressure changes.

The Balance Free Rear Cushion delivers more consistent damping
over the duration of a ride, plus improved shock absorption and therefore
greater traction since contact is more consistently maintained between the rear
tyre and the road or track surface. This technology has been proven in both the
prestigious Suzuka 8 Hour race and the MFJ Superbike All Japan Road Race
Championship. Indeed a CBR1000RR Fireblade fitted with a Showa Balance Free Rear
Cushion won the 2010 Japanese Superbike championship, underlining the advantages
of this advanced new suspension solution.

Easily accessed rear suspension adjusters
The combination of Honda's Unit Pro-Link rear suspension and the Showa Balance
Free Rear Cushion brings more than simply improved rear suspension performance
and increased traction. To allow road and track riders to more easily adjust the
rear compression and rebound damping performance, the adjusters have been placed
prominently on the top of the shock body, offset to the left. As a result the
rear suspension can be more quickly adapted to suit different riding conditions
and requirements.

Big Piston Front Fork
To complement the Balance Free Rear Cushion, the front suspension system
comprises a pair of inverted 43mm telescopic forks with Showa's Big Piston Front
Fork technology. The forks use a unique construction with a bigger damping
volume to effectively reduce the hydraulic pressure generated as the forks
compress and extend. The result is reduced play during the initial stroke and
smoother damping, helping maximise tyre contact with the road or track, giving
the rider improved handling, a reassuring feel from the front tyre and enhanced
stability during hard braking.

Wheels
12-spoke cast aluminium wheels
The 2012 CBR1000RR featured new 12-spoke cast aluminium wheels which offer more
consistent rigidity. Together with the new suspension, these wheels provide
improved handling and feedback for the rider.

Frame
Aluminium frame with optimised rigidity balance
The CBR1000RR's four-piece aluminium frame combines all the most desirable
attributes of a high-performance frame. It delicately balances the strength,
rigidity and lightness required for both superb handling and a strong
power-to-weight ratio. Wrapped tightly around the main components of the
machine, the frame also contributes to the centralisation of mass, a guiding
principle of Honda's racing and road-going bikes that contributes to both
stability and responsive handling. At the rear of the frame the gull-wing
swingarm is deliberately long. It works with the innovative Unit Pro-Link rear
suspension, a configuration derived from Honda's 990cc RC211V MotoGP racer, to
deliver outstanding traction and high levels of rider feedback.

Brakes
Unrivalled braking power
Since 2009 the CBR1000RR has been offered with optional
electronically-controlled "Combined ABS" (C-ABS), a high performance antilock
braking system which has been specifically developed for Super Sport machines.
This revolutionary system does away with the pulsating effect associated with
conventional motorcycle ABS technology, leaving the rider free to enjoy safe and
powerful braking without the risk of locking a wheel, even on a racetrack. At
the same time the Combined Braking System also continually optimises the
front/rear distribution of the braking effort being applied.

Exhaustive testing on both road and track has shown that the
C-ABS system allows the full use of the available braking power without wheel
locking or pitching. Modifications to the amount of front braking activated when
first applying the rear brake on the 2012 model created even more stable braking
performance.

The powerful front brakes comprise a pair of radially-mounted
four-piston calipers and a pair of floating 320mm discs. To reduce weight and
ensure optimal rigidity, the monoblock calipers are machined from a single piece
of aluminium.

Equipment
Full LCD Instrumentation
The CBR1000RR uses multi-function LCD instruments to communicate everything from
gear position to coolant temperature and speed. The cockpit display is dominated
by a digital bar-type linear tachometer that scrolls from left to right as the
engine speed increases. Beneath this are the main numerical readouts: gear
position, coolant temperature, speedometer, clock/lap time, trip/fuel
efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of
the display are lights for such functions as headlight high beam, neutral and
indicator function.

Customisable tachometer
Clear and easy to read in all light conditions, the tachometer has four display
modes: Conventional, which uses black LCD segments to show current rpm; Reverse,
which uses black LCD segments to show remaining rpm; Peak Hold, which indicates
rpm in the conventional way and also leaves a tell-tale segment showing the peak
rpm achieved; and Single Segment, which uses a single segment to show current
engine speed. In addition, the odometer may be switched to display engine rpm
numerically.

Lap timer
Four modes are available on the lap timer, an important tool for circuit riding.
As well as the lap timer itself, the display can show fuel consumption, average
fuel efficiency, travelled distance and total elapsed time. To assist debriefing
after a session, lap time recall mode shows the fastest lap time and the lap on
which it was set.

5-level shift indicator
To maximise performance and ensure gear shifting at the optimum engine rpm, the
5-level shift indicator display uses highly visible white LEDs, adjustable for
brightness. The LEDs illuminate sequentially as the engine rpm rises, finally
blinking at a chosen preset rpm (default is 13,000rpm but this can be set
between 4,000rpm and 13,000rpm). The interval between sequential illumination
can also be set at 0, 200 or 400rpm.

Engine
Compact, powerful and lightweight liquid-cooled DOHC inline 4-cylinder
The Fireblade has always used an inline 4-cylinder engine combining a high
specific power output with the low weight and compact dimensions required for a
compact, agile chassis. The engine is designed to achieve high engine speeds,
with a bore of 76mm, a stroke of 55.1mm - giving a total displacement of 999cm3
- and a nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls
to reduce friction and ensure complete reliability, even in competition use.
Lightweight engine internals contribute both to engine performance and handling,
by helping reduce the machine's overall weight.

Precise control
The settings of the race-bred Programmed Dual Sequential Fuel Injection system (PGM-DSFI)
were revised for 2012 to ensure even more precise fuelling and a usable power
delivery at all times. Particular attention was paid to the PGM-DSFI settings at
small throttle openings.

The CBR1000RR engineers focused on the engine's response at low
speeds so that when riding winding country roads or when cornering at low
speeds, the response will be delicate, predictable and progressive. By analysing
throttle inputs and engine response in these conditions, the 2012 CBR1000RR
achieved an improved level of control at throttle openings of up to 25%. At such
openings the fuel injection has been set to deliver small changes in power and
torque output. Then, as the throttle opening becomes larger, these changes in
output become progressively greater. The result is an engine that responds with
greater accuracy to the rider's inputs, giving a greater road-holding feel from
the rear tyre, enhanced manoeuvrability, even on demanding sections of road or
racetrack, and highly usable, linear acceleration.

Smooth, accessible performance
Despite its prodigious levels of power and torque, every effort has been made to
ensure the engine functions as an integrated part of a balanced Super Sport
riding experience. In 2010 the alternator flywheels were made bigger and
crankshaft rigidity increased accordingly. These changes increased the inertial
mass of the crankshaft by 6.87%, ensuring a smoother and more consistent power
delivery together with improved throttle control. Refinements such as a move to
an aluminium cylinder head sealing bolt, a thin-walled flange section for the
exhaust pipe and a smaller fan motor were made at the same time to avoid an
increase in overall weight.

Exhaust emissions
The exhaust system has been made to reduce the emission of harmful exhaust
gases. A high-absorption catalyser material has been adopted within the exhaust,
which together with the oxygen sensor, constantly tailors the fuelling for the
most efficient combustion mixture ensures full EURO-3 compliance.

Assisted slipper clutch
The CBR1000RR is fitted with a slipper clutch of the same type as that used in
the 800cc RC212V MotoGP racer. The design ensures full power transmission
together with ultra-smooth gear shifting and a light lever feel. In the critical
corner-entry phase, when the rider must brake, judge their cornering line and
shift down the gearbox simultaneously, the slipper clutch decreases the burden
by reducing the torque passed from the engine to the rear wheel, reducing the
chance of rear tyre losing traction and therefore increasing stability and
ensuring smooth clutch operation.

Model history

In November 1991 Honda unveiled the CBR900RR - a machine that
would revolutionise the Super Sport sector. Since the arrival of the first
Superbike, the CB750, more than 20 years earlier, much had changed. Chassis
rigidity, four cylinder engine performance and suspension sophistication had all
evolved considerably but Super Sport machines had also grown heavy. A dedicated
team at Honda, working under Tadao Baba, knew there was another way. Reduce a
motorcycle's bulk and weight and you can achieve more speed with less power.
Such thinking also enables you to build a bike with the braking and cornering
performance to leave rivals breathless; a machine so pure in its responses that
an experience akin to riding a purpose-built race bike can be made available in
a production motorcycle. The launch of the CBR900RR Fireblade changed the Super
Sport world forever.

The CBR900RR remained a high performance benchmark through the
1990s and into the first years of the 21st century. This was achieved through
careful evolution, the relentless development of new technologies and an
unwavering dedication to the "total control" concept that had made the original
CBR900RR such a landmark machine. Engine capacity rose from 893cc through 919cc
and 929cc to 954cc, the corresponding escalation in power output matched all the
time by advances in frame, braking and suspension technology.

MotoGP's move to include 990cc four-stroke machines from 2002
and the changes to the World Superbike Championship regulations in 2004, raising
displacement to 1000cc, both shaped the evolution of the Fireblade in the 21st
century. The result was an all-new machine that elevated the Super Sport
experience to new levels: the CBR1000RR Fireblade.

Launched in 2004, the CBR1000RR held nothing back. It was the
result of a driving concept as pure as the one behind the first Fireblade: "the
crown jewel of Honda Racing DNA, the strongest RR". The all-new 998 cc / 60.9 incc engine
delivered searing performance from a unit so light and compact it allowed the
development team to realise another key objective: mass centralisation. The
bike's weight was concentrated, increasing both stability and manoeuvrability.
There was more. Unit Pro-Link rear suspension delivered excellent road holding.
A centre-up exhaust system, with its underseat muffler, further optimised the
machine's weight distribution. Minimalist fairings reduced aerodynamic drag for
no loss of high-speed stability. And the first generation Honda Electronic
Steering Damper (HESD) married secure high speed running with light, responsive
steering at low speeds.

In 2008 an all-new CBR1000RR delivered still-greater Super Sport satisfaction.
More compact, more powerful and more sophisticated than its predecessor, the new
machine used the same thinking on mass centralisation that had shaped the
previous model to further reduce handling inertia. The result was a 1000cc bike
that didn't lose out to 600cc rivals on twisting roads or tight, technical race
circuits. This generation of CBR1000RR also debuted important new technology.
The assisted slipper clutch enabled smooth downshifts, increasing stability and
rider enjoyment, while Honda's electronically-controlled "Combined ABS" system,
launched on the CBR1000RR in 2009, was the first antilock braking system
developed specifically for the unique deceleration of Super Sport motorcycles.

In 2012, 20 years after the launch of the first CBR900RR
Fireblade, Honda evolved the large-capacity Super Sport concept once again to
create a new CBR1000RR that continues the Fireblade's proud history.

Evolution of a legend

1992-1995, CBR900RR Fireblade (893cc)
Initially developed as 750cc machine, the first CBR900RR went on to combine
893cc power with an ultra-light chassis and aggressive geometry to create a
revolution, one that would establish the Fireblade legend almost overnight.

1996-1999 CBR900RR Fireblade (919cc)
A significant evolution of the original machine, the more powerful 919cc (1mm
larger bore) engine worked with a more sophisticated chassis to deliver even
greater performance.

2000-2001 CBR900RR Fireblade (929cc)
The first Fireblade to use PGM-FI fuel injection technology, the 929cc Fireblade
also boasted a completely new chassis. This mounted the swingarm to the rear of
the engine cases to realise a lighter and more compact chassis package.

2002-2003 CBR900RR Fireblade (954cc)
Lighter and more powerful than the 929cc machine, the 954cc Fireblade also
featured a more rigid chassis and swingarm, higher footpegs in order to reach
greater lean angles and more aerodynamic bodywork. The result was astonishing
performance on both road and track.

2008-2011 CBR1000RR (999cc)
An-all new styling package wrapped around a lighter die-cast frame and more
powerful short-stroke engine. Taking mass centralisation to the next level, the
999cc CBR1000RR used an underslung silencer in place of the previous underseat
configuration and an assisted slipper clutch, to improve stability under braking
and during corner entry.

2012-2013 CBR1000RR (999cc)
The 2012 model further built on the heritage of 20 years of "total control". In
2013 the model is enhanced with two new colour versions: Tricolour and Repsol.

Optional equipment

The CBR1000RR Fireblade can be personalised with a range of
Honda Genuine Accessories.

Hugger
A painted hugger protects the rear shock absorber from dirt splashes and also
adds a high-class, sporty look to the CBR1000RR. The single-piece unit is
available in bodywork colours to create a seamless sporting entity.

The carbon-fibre hugger is based on that used on the Repsol
Honda RC212V in MotoGP and features a Honda Racing logo. An optimised number of
carbon layers ensures the perfect balance of weight, handling and durability.

Similarly, at the front end, a carbon-fibre mudguard also
reflects the CBR's racing pedigree with a Honda Racing logo, while its soft
edges and clear coating exude class.

A set of quality carbon-fibre crankcase covers protects that
famous powerplant with an advanced composite cover on the left and, on the
right, also protecting the clutch cover, a guard featuring the Honda Racing
logo.

Seat cowl
To add a more focused sporting look to the CBR1000RR, a rear seat cowl gives a
sharp and aggressive finish. It replaces the standard pillion seat pad, yet
still offers the same easy access to the underseat storage area. Available in 3
different colour versions and featuring the famous Honda Racing logo, it offers
the classic performance image.

High windscreen
A black-tinted high windscreen - 27mm higher than the factory standard - gives
the CBR1000RR an added performance edge, while complying fully with European
homologation regulations. It also integrates perfectly with the machine and,
even with its side stays, does not compromise visibility, drivability or
manoeuvrability.

To underline the CBR1000RR's racing heritage, a Honda Racing
logo is featured on the high screen.

You can be sure that, like all Honda Genuine Accessories, those
for the Honda CBR1000RR fit perfectly because they have been developed alongside
the model. They are all subject to Honda's rigorous testing procedures to make
sure they adhere to our exacting quality standards, which is why they're offered
with a two-year Honda warranty

Review

Honda has chosen a path of evolution rather than revolution in developing their
20th Anniversary Fireblade. Already a well-honed product, engineers have turned
their focus to implementing the latest improvements in suspension technology
along with some aesthetic tweaks to keep the Fireblade fresh.

Tasty new 12-spoke rims and a few nips and tucks across the Fireblade’s flanks
and nose have definitely provided a fresh face and profile, with the white
coloured model particularly tasteful.

An updated rear shock features improved damping circuits that allow for a
smoother transition between compression and rebound, translating to a smoother
ride and improved traction. The science makes sense and on the track the
benefits are felt, as I am sure they would be on the road (we only rode on
track) in regards to bump compliance: very handy on Australia’s pock marked
roads.

The Showa shock damping circuitry is much the same as Ohlins’ widely heralded
TTX series of shock absorbers. Preload is adjusted from the bottom of the shock
via a conventional collar system while the separate compression and rebound
adjusting screws are easily accessed from the shock reservoir.

At the other end of the Fireblade, Showa’s latest generation big-piston forks
are currently all the rage and their benefits are obvious, particularly in the
initial part of the suspension stroke where small bump compliance is greatly
improved. Rebound and compression is easily tweaked from the fork caps while
preload is dialled in from the bottom of the fork tubes.

While no internal changes have been made to the engine, a new dual-intake system
is claimed to have improved the ram-air effects and - along with refined ECU
mapping - boosted mid-range power. I did find the overall power curve to be
smoother than I’d remembered, with less artificial steps to satisfy noise and
emissions regulations than previously.

Tall standard gearing, however (a fate all sportsbikes suffer), masks any
noticeable mid-range increase, if there is any. The long-stroke nature of the
engine already endows the Fireblade with more mid-range grunt than most
competitors, always a useful boon.

Overall, the Fireblade’s power delivery is creamy smooth and throttle response
is sublime, effectively masking all but the most ham-fisted mistakes, which
helps to boost rider confidence.

On reflection, that last sentence is the standout feature of the Fireblade; like
most of its predecessors it is so well executed and refined, that it is a
supreme confidence inspiring machine that helps riders of modest or average
skill levels to feel more in control, and thus safer and faster than flopping
off the back of something not quite as polished that is threatening to rip their
heads off.

That being said, however, Honda still refrain from entering the brave new world
of sportsbike levels of traction control. ABS is available as an option (we
didn’t get to sample an ABS equipped bike), leaving only Honda and Suzuki still
behind in the traction control game and it is time to step up to the plate.
Systems offered by competitors are highly advanced and genuinely useful; for a
company like Honda to be behind the curve, is not a good look.

By comparison, Honda’s electronic steering damper is a wonderful piece of kit,
allowing for light steering efforts at low speed while firming up as speeds rise
and helping to keep the Fireblade settled. Combine that reliable damping with
the outstanding new suspension package and you have perhaps the most sure-footed
sportsbike on the road.

Full LCD instrumentation now features a gear position indicator, programmable
shift-light and full lap timing system. It certainly is one of the nicer and
more intuitive implementations of LCD technology and even the LCD bar tachometer
is not completely naff.

The brakes offer good initial bite and a steadily progressive ramp up of braking
force as the lever is squeezed harder. Nothing to complain about there.

The gearbox on our test bike, however, was at times a little recalcitrant, which
was hopefully due to its virginal 200km on the odometer rather than some other
problem, as Fireblade boxes have been sweet for many years now. The slipper
clutch is effective and useful and Honda has not seen fit to employ a
quick-shifter mechanism, unlike many of their competitors.

While the 2012 Fireblade breaks no new ground in the sportsbike world, it does
bring a polish and overall user-friendliness that is lacking in most of the
competition, while remaining a true racetrack scalpel with scintillating
performance.

The Fireblade exudes an air of quality and refinement that is only achieved
through thorough attention to detail; in 2012 that is the ace up the Fireblade’s
sleeve that keeps it sportingly competitive against an onslaught of Superbike
competition, the likes of which has never before been seen, from not only its
traditional three Japanese competitors, but also a European triumvirate that is
employing every advance in technology to break the Japanese stranglehold on this
segment of the market.

The latest iteration of the Fireblade keeps pace through smart engineering, but
in a market where many buyers crave the latest and greatest levels of electronic
trickery, Honda must join the traction control party soon.

For now, at least, Honda can claim a significant price advantage over the
European competition with the 2012 Fireblade retailing for $18,490 plus on road
costs which, along with the Fireblade’s proven reliability, will almost
certainly keep the Fireblade atop the sales charts.

NB: For the Fireblade launch we also took along our faster compatriot, Antti
Papinniemi, for his first taste of modern sportsbike traction control. Check out
Antti's second opinion here. While he is no road race champ, his 63s at
Broadford on a 100,000km stock TRX850 suggest that he is about as fast as
trackday punters get.